Aerodon

On my K, the boost pump switch is a switch, not a breaker switch. It has an inline fuse from the auxiliary bus bar. There are probably multiple configurations, hence the different part numbers. You really need a wiring diagram specific for your serial number to work on anything electric. Apart from being hard to print (or view on a computer), the Mooney drawings for that vintage are very complete and accurate. I have spare switches and breaker switches, but you need to be a little closer to identifying it before I go scratching in my boxes. Aerodon

I'm looking to replace some panels too (corrosion, unnecessary holes etc.). I was surprised how many part numbers there are for the wing panel, and that they change by serial number. That inboard one is 'double' and installed with structural screws. Aerodon

Posted recently on Beechtalk (thanks Noam): 1) 2020 I declared an emergency in my Cessna 414 night time climbing through 2000' lost oil press on left engine. There was ZERO contact from the FAA or anyone. No bills, no paperwork. NOTHING. 2) 2021 in my citation elevator trim frozen in flight, declared emergency FSDO called me 2 weeks later - super friendly. It went something like this: FSDO: "Hey Noam, you declared an emergency?" Me: "Yes, my elevator trim froze". FSDO: "Did you find out with your mechanic what the reason was later?" Me: "Yes - we needed fresh lube on the trim actuator" FSDO: "okidokie, just checking in. Fly safe brother!" Me: "Cheers!" That was the END of that. No logbooks, no medical, no paperwork, NOTHING. Just a quick friendly chat.

One of the C172's has 2750 in the logbook at 3000 on the tach. Canadian way is to count proper flight time, pretty easy to track nowadays with handheld GPS, panel GPS, transponder or flightaware. Or Hobbs - 0.2. A future buyer can look at this and say its a 3000 hour plane with 1000 hours or 1100 hours on the engine. Not enough to really affect the value. Might make a slight difference for a SB or AD that is due at say 5000 hours. When I am a buyer, I don't really care one way or another, but do pay attention to how its written up in the logbook. and make a small adjustment in my overall assessment. Aerodon

Here's an FAA brochure to provide some guidance. SE_Topic_19-05.pdf

I could have worded that better. By posting your actions on a public or semi public website you have created a record that is equivalent to writing something up in your logbook - so think about what you are posting and whether your actions will withstand the scrutiny of the FAA and your insurance company. Once you have a reason good enough for an emergency, in this case a technical problem, I would say you need to have some corrective action taken before further flight. I get it that intermittent problems are hard to troubleshoot, and maybe you and your maintenance guy come to some conclusion over the phone. In my experience, fouled plugs and blocked injectors do not clear themselves. A local pilot had alternator failure and came back to our controlled airport with no radio. Then he did the same thing again a week or so later. So then Transport Canada investigated, found an improper installation, improper troubleshooting and no repair. Both pilot and maintenance organization got fined. An Aerostar crashed locally killing the very experienced owner and a not so experienced pilot. It did not take long to find out that the less experienced pilot was flying, the KI256 AI was misbehaving (in fact a service appointment had been booked the next day). Weather was IFR, track log showed low groundspeed and a flightpath consistent with stall and spin. Here's an accident that killed a third party - guaranteed lawsuit: https://aviation-safety.net/wikibase/248835. By all accounts it looks like a couple of guys trying to resolve an issue and then going flying anyway. Read the witness accounts and now imagine the lawyers digging through all the electronic data, logbook entires etc. The FAA and NTSB do troll websites and obtain all relevant data when investigating incidents (and violations). Just look at the enforcement actions taken on pilots for posting videos. And insurance companies hire experts to review your logbooks, your training records, flight experience etc. The point I am trying to make is that if we get into the habit of asking ourselves what this is going to look like tomorrow, we get into the habit of making better decisions. Back to the OP - he had an engine issue and declared an emergency. He made a phone call or two and did a runup. And then tried again, and still had a problem. And then confessed on the inter web. Now just imagine he crashed after takeoff, how is this all going to look? Aerodon

Problems generally don't fix themselves, airplanes talk to you, quietly at first, then more loudly until they do something to really get your attention. Also, be aware that there is a record of all incidents, emergencies and even IFR diversions from destinations. I do not know how many make it up the chain to the FAA. So good on you for reporting an emergency and getting all the assistance necessary to get on the ground safely. But bad on you for taking off again with fixing something. You have essentially made a 'logbook entry' that there was a problem, making the airplane not airworthy until it is repaired and signed off. Regardless of what you mechanic told you over the phone, it does not rise to the level of a repair and sign off? Just imagine for a second, calling your insurance company on Monday morning and telling them you had a problem, landed, then tried taking off again and ended up in a field (or worse). And when the FAA and insurance company find your confession on the web, they will deny coverage and write you up. I know of one Piper Arrow written off at our local airfield where the insurance company denied coverage (for good reason). One day the owner had a plane, the next he had a bunch of bent parts. I not trying to be too critical of your actions, I think the whole process of writing up snags and repairs is poorly understood. And I know how difficult it is to find intermittent faults and trace 'unusual noises', bangs, vibrations etc. Once you have an issue, especially one important enough to report an emergency, you need an equally strong corrective action. The test is simple: how is this going to look to my insurance company and the FAA if something goes wrong? I've had one cylinder failure with TSIO360 - after levelling off, a definite jolt and then relatively smooth running. But the exhaust valve on one cylinder failed and bits went through the turbo. And then after a new cylinder, remaining bits in the induction system went through the other cylinders. It got really expensive really quickly. So do yourself a favour, analyze your engine date, get all cylinders borescoped, look at all sparkplugs etc. until you find something. Aerodon

I used to think that the RF was nicely contained in a coax cable, but not so much anymore. I recently heard of an ELT being triggered every time a a transmission was made. The unshielded ELT wires are bundled with the coax. A friends Lancair has a problem with the engine monitor - every time one radio is used, the indications drop to zero. No problem with the other radio. And when we swapped the antennas around, the problem follows the 'antenna'. Our next step is to try overbraid on the coax. Those look like Nav coax cables near your ACU. (and there is an unused splitter that you can take out). And ACU's are notoriously finicky, I've had at least 2 with intermittent faults that suddenly allow high voltage and have damaged radius and alternators. Caused enough pain that whenever I suspect a problem , I go for a new one. Plane Power or Zeftronics. My 1986 M20K has 2 x zeftronics. Your 89 looks like a Mooney branded unit with serial number 14. I don't trust anything without serial number of 1000 or more. Personally I would replace that - its the quickest and easiest way of seeing if the problem goes away. If not, you have a spare one to sell. Have you got good RG400 cables for your transmitters? with or without intermediate connections? Anything new, all it takes is a bad crimp.... Aerodon

The M20K has a 'box' that either delivers full voltage to the pump for hi, or medium voltage to for low. Then the prime button delivers power to the pump and the diverter valve to direct the fuel into the primer nozzles. There is CSB19-01A to remove the diverter valve - needs some minor plumbing changes as well as the correct injector nozzles. If this has been done, then either the primer button or Hi fuel will do exactly the same. (one switch is momentary on, the other is on/off). Its feasible that your installer removed the power to the primer diverter and the fuel pump, that's why it is no longer working? The OEM wiring is a bit 'goofy' for all of this, IIRC the primer is powered by an inline fuse off the Hi fuel switch.I don't like inline fuses hidden behind the panel, so I had access and space for a separate primer circuit breaker. Send me your serial number, I have the electrical drawings for all the M20K's. Aerodon CSB19-01A.pdf

Rick, let me know how the shop handles the vacuum pump installation with only the speed brakes. When the brakes are not in operation, the entire flow is though the regulator and the 'garter filter' around it. Can it handle full flow? Or should one leave the other filter installed, with a restrictor valve installed to simulate some other r vacuum instruments installed. Aerodon

Piper Tomahawk and Piper Seminole have wing life limits. Around 11,000 hours IIRC. LET Blanik L13 sailplanes have wing limits too, around 5000 hours IIRC. Piper Aerostar have windshield limits - 5400 hours IIRC. Aerodon

Swap the left and right scales around. Something is wrong, 60lbs is a bag of concrete and them some. Or 10G fuel remaining in the tank? Aileron servo is mounted on one side, 2lbs out there might make 6-8 lbs difference at the wheel. Just for fun I weighed a C172 with and without levelling, fore and aft. There was an 80lb change in weight on the nose wheel, so it really does help reduce wear and tear by holding the control wheel back while taxying. A 60lb imbalance would bug me. Aerodon

There are 4 Sonalerts in the overhead panel 1) Gear warning 2) Stall warning 3) Autopilot disconnect 4) Altitude alert. Aerodon

Yes, you can manually hold the pin in place. The other thing the positioner does is tell you the correct setting for the AF8 (8 point) crimper for the wire size.

I have more than a dozen of the 'Pro Amp II' crimpers with different dies. Mostly accumulated from eBay purchases, usually for less than the cost of the dies. Look for ones that do not show signs of heavy use, engraved inventory numbers etc. The really useful ones: 1) AMP PIDG splicers 2) Mate 'n Lok - the rectangular white plastic connectors 3) Multimate - black round CPC conenctors Other really useful crimpers: 4) GMT232 - these are for enviro-splices - nicest way to join wires in the aircraft environment. 5) Molex - 0638190000 for the Micro Fit 3.00mm - these are the connectors that Garmin and mid continent use for the USB power ports and Digital clocks etc. They are also excellent for joining 22/24Ga wires on thinks like panel lights. Nice solid 'click' and latch. Gold plated pins available for 18-26 Ga Aerodon

There are two types of pins/sockets that you can use in the AMP / TE Connectivity / CPC connectors used all over in the Mooney. There are the stamped pins and sockets with 'ears' that fold around and into the wire and insulation. Less expensive. I use these for less critical applications. Mooney used the more expensive 'machined' pins and sockets, these are gold plated, fit really nicely (more repeatable better crimp) and are rated to 15A. You need an AF8 crimper along with the positioner shown below. The picture below shows the TH99 positioner and all the pins/sockets that Mooney uses (201328,201330,200333,200333). You also need a pin remover. @roundtwo posted the correct dies for the AMP Pro Crimper for machined pins and sockets. Another set of dies is available for the stamped pins and sockets. These machined contacts and associated tools are really nice to use. There are about 100 CPC connectors on the Mooney drawing, with about 20 pins each, at about $3-4 each. So there's $8000 worth of pins in a Mooney! I see why they did this all over the place, but do you really need an expensive connector on a glare shield light, or a 'removable ignition key switch'. And about 4 joints in a wire bundle going to the rear of the plane. I have a large stock of stamped and machined contacts - I can sell in small / mixed quantities at reasonable prices. Aerodon <<edited: my earlier statement about the incorrect crimper part number was incorrect>>

I loaned my new jacks to someone and they didn't see a problem with modifying the tops to fit different adaptors. Ant they were using vice grips on the shaft instead of the safety collar. Aerodon

I control the music on my GDL52 with a 660 or 760. Aerodon

Yes, at the start is easy, but as you use fuel there is a calculated fuel remaining and a measured fuel quantity. If there is a mismatch, one of them is wrong. If you started with the incorrect amount, it's easy to 'add/subtract fuel', even in flight. If you fuel flow is wrong (bad transducer or bad K factor), that can also be easily fixed. Now if your fuel tank calibration is incorrect, the calibration points can be adjusted. But you need to fully understand what you are doing, and start with a good set of data. I'm not there yet, but I do plan on following the correct procedure for draining and calibrating the tanks. And once I have full confidence in the fuel flow / fuel remaining calculations, if I get errors in the fuel measured, I will easily be able to make fine adjustments. One more thing to take note of - in a Mooney it is quite easy to start with as much as 5G 'extra' fuel, depending upon whether you fill to the bottom of the filler neck to the top - an immediate mismatch error. And this might not lead to a mismatch error because the transducers show full either way. Arodon

That's like my 1986 M20K. The top shunt is a massive 50mV / 210A for the overall LOAD to the busbar. There are two more 50mV/ 70A shunts for each alternator directly below that. So if you install an EDM900, you have some decisions to make, you can order your EDM900 with 2 shunts, one for each alternator output. Then you either have to remove the third shunt, or find another way of displaying the overall load (another instrument?). The EDM900 is not certified for replacing an ammeter, so you need to check carefully with your IA on how you are going to handle this. Aerodon

So the EDM's have the option to set up a warning on time and fuel quantity. So with the EDM830, the only way for this to work is to make sure you start with fuel quantity matching actual, and then the EDM will use fuel flow to calculate remaining fuel. I believe the EDM900 uses 'actual fuel' for this calculation, but I am not certain. I believe you also get a 'fuel quantity mismatch' if the calculated quantity is not closely aligned with measured FQ. I asked JPI directly, but did not get a straight answer, they tend not to get drawn into any discussion on how things work, but seem to be briefed to refer you to the instructions. I looked at the fuel gauge circuit and came to the conclusion there is no way to keep the analog signal to the annunciator panel to trigger the low fuel warning. Aerodon

I know of M20K's that have had the same problem, and have had the gear door stop kit installed to prevent the inner door going over centre. So I did this when I replaced the gear doors during my Encore upgrade (same gear and doors as later model Mooneys). I have a spare set of used links if anyone is stuck while waiting for parts. I would not fly with an inner door unrestrained, and would not install replacement links without going through the complete gear setup process. Aerodon SBM20-254: M20M -SIN 27-0107 THRU 27-0147 - (S/N's 27-0115, 27-0123, 27-0127, 27-0131, 27-0137, 27-0142, 27-0144, 27-0150 HAVE HAD INSTRUCTIONS OF SB ACCOMPLISHED).

Here are some more pictures, a later model 'narrow' circuit breaker panel, and a 'canted' M20K assembly. Mooney used 50mV / 70A shunts, JPI uses 50mV/100A shunts.

Dave, I found a SB that says that the -01 is an approved replacement for a -00. As far as I can see the -01 was to make it compatible with a KEA346 altimeter. BendixKing was in the habit of installing 'blank pins' in connectors to make sure you could not plug the wrong device in. Send me an email. Aerodon supercub180@gmail.com

Additional thoughts. Whenever I have had something installed, it is incumbent on the installer to make a proper logbook entry with serial numbers and traceability. And when I supply parts, the installer usually makes a reference that they have installed 'owner supplied parts'. And the invoices have always reflected parts supplied and labour to install. I would want to see the logbook entry for this job, this would bring both the shop and Garmin into the dispute. Was the dealer breaking his Garmin sales agreement by selling stuff out the side door, was he signing out owner supplied parts, or did he sign it out as a shop supplied component? And if it was a labor only invoice, where did the IA think the parts came from? Loose installation logbook entries are enough to bring the FAA into this discussion. Aerodon